Recently, I started hearing a rattling/grinding type noise when I start my truck, and now when I drive it takes 10 minutes of driving before it will drop into the last gear. Also, the acceleration has dropped CONSIDERABLY. It takes me like 30 seconds to go from 45-55mph. What could the problem be? (I'm no mechanic)

Standard tranny or auto?


"Project 69'"
1969 Chevrolet C/10, 1/2 ton, 2wd
-Boosted LS1?
-Richmond ROD 6-speed(will get sometime)
-Posi 12-bolt(built w/eaton posi unit and richmond 3.73 gears)
-Disc brake and 5 lug swap
+little extras

I had something similar happen to one of my trucks, turned out it was a sensor in the transmission. Not saying that's what's wrong with yours..just hoping it's something simple

I am a tech...
Sounds to me like you have more than one problem. What i can figure out is that I believe the tranny is starting off in failsafe mode (2nd gear). That and you possibly have a lazy shift solenoid. But that's just my educated guess.

Here's some more info about the truck.

2000 S-10 2.2 4-cyl
Auto Trans
98,500 miles

I had my tranny lines replaced 2 months ago because they were rotted. They also did a transmission flush. I can't figure out if its an engine problem or tranny problem or both! Acceleration is terrible now, and it won't go into that last gear until after 10 minutes of driving. Thanks for anyone that gives me an idea of what to look for. I have no clue where to start!

You also may want to check your tranny fluid level...
With the car running and in park or neutral

That was my original thought too, I'll do that first thing tomorrow. It just seems like it could be something more. Could it be my fuel pump at all? A guy at Firestone a few months ago said I'd need to replace it eventually.

you shouldn't need to on a 2000 for a little while still... and the symptoms don't match up... maybe a clogged fuel filter though... they are usually bolted to the frame rails on those

how about a clogged catalytic converter? Drive it around for a good long time and then look under it and check the cat to see if its glowing. That is my suggestion. I wouldn't think its a tranny problem but i know that when converters go bad the insides rot and fall off and rattle and then the car basically goes no where due to the high restriction in the exhaust.

Reach under and smack the cat. If it rattles time for a new one. This is a more common problem than you might think.

The cat won't handle the shifting problem though.
Make sure you have the correct fluid in the transmission... It should be DEXRON(R)-VI

Technical Service Bulletin that may apply:


A/T - Gear Engagement Time Information
Notes

INFORMATION

Bulletin No.: 03-07-30-007E

Date: May 05, 2008
Subject:
Engagement Time of Electronically Controlled Transmissions in General Motors Vehicles (Garage Shifts, Park to Reverse, Neutral to Drive, Neutral to Reverse, Park to Drive, Delayed Engagement)

Models:
2000 - 2002 Chevrolet Camaro
2000 - 2005 Chevrolet Corvette
2000 - 2002 Pontiac Firebird
2004 - 2006 Pontiac GTO
2000 - 2008 All GM Light Duty Trucks
2003 - 2008 HUMMER H2
2006 - 2008 HUMMER H3
2005 - 2008 Saab 9-7X

with 4L60-E (RPO M30) or 4L65-E (RPO M32) Automatic Transmission
Supercede:
This bulletin is being revised to add the 2008 model year to the trucks. Please discard Corporate Bulletin Number 03-07-30-007D (Section 07 - Transmission/Transaxle).

Park/Neutral to Reverse or Drive (commonly called garage shift) engagement times may be different from what many customers might be accustomed to especially if they have recently traded for a General Motors vehicle.

Normal Park/Neutral to Reverse or Drive engagement time will be in the vicinity of one (1) second if the automatic transmission fluid (ATF) is above 0°C (32°F). When the ATF is colder than 0°C (32°F), the engagement time will become longer the colder the transmission fluid. A time limit factor cannot be placed on proper engagement times because the factors that affect transmission operation are many.

At the moment of engine start, for economy and emission requirements, the transmission line pressure is maintained at low levels. This allows a lower cold idle engine RPM (the colder the oil is, the higher the energy level (engine torque output) required to pressurize the oil).

When the driver moves the shift lever from "Park/Neutral" to "Reverse" or any "Drive" range, the following actions must occur for the powertrain control module (PCM) to determine at what pressure to control the transmission line pressure.

The module will look at the following items:
1. The voltage readings of the engine coolant temperature sensor (ECT).

2. The voltage reading of the transmission fluid temperature sensor (TFT).

3. Whether or not air conditioning is requested.

4. Movement of the shift lever and controls engine RPM based on the gear position selected. The module will adjust the engine RPM in response to the torque requirements needed to increase transmission line pressure.

When the module determines the status of the above items, the module will apply the appropriate signal to the PWM pressure control solenoid, thereby controlling the application of the required clutch(es) depending on the driver's selection.

Controlling transmission apply pressures allows the transmission to engage in a smooth manner, thus reducing the potential of abrupt/harsh engagement of the transmission.

All of the above actions happen very quickly; however, the resultant time interval may be approximately one second.

When determining if shift times are excessive, the exact conditions that the vehicle was in at the time the extended garage shift occurred must be duplicated. The following are several possible conditions.
^ Was the vehicle outside or in a heated garage?

^ What was the temperature of the environment at the time of the occurrence?

^ Length of time the vehicle sat unused, such as overnight or a weekend, etc.? A vehicle that has been driven to the service facility cannot be tested for this concern because the transmission, the engine oil and the coolant are no longer at the temperature they were when the customer experienced the condition.

No attempts to repair should occur unless the condition can be duplicated under the conditions the customer experienced.

Road test the vehicle following the steps below until the vehicle engine and transmission temperatures are at normal operating temperatures. This is approximately 16 km (10 mi) of driving.
1. In a safe manner, bring the vehicle to a complete stop.

2. Place the shift lever in Neutral and wait five seconds.

3. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.

4. Drive the vehicle for a distance of not less than a tenth of a mile (160 m).

5. In a safe manner, bring the vehicle to a complete stop.

6. Place the shift lever in Neutral and wait five seconds.

7. Place the shift lever in Reverse. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.

8. Place the shift lever in Neutral and wait five seconds.

9. Place the shift lever in Drive. A delayed engagement of approximately one (1) second will occur. THIS IS NORMAL. This time may be extended if the engine RPM is above the base idle, controlled by the driver's foot rather than the control module.

If an out of line condition (excessively long time, over two seconds, to engage a gear) is observed, the following components within the transmission should be inspected for the cause of the concern.
^ Forward clutch piston seals (delay to drive)

^ Forward accumulator piston and seal for damage (delay to drive)

^ Low and reverse clutch piston seals (delay to reverse)

^ Reverse input clutch piston seals (delay to reverse)

^ Stator shaft to reverse input drum seals (delay to reverse)

A restricted cat (same as a restricted fuel filter) WILL cause shifting problems with an automatic transmission.

mitdr774 wrote:A restricted cat (same as a restricted fuel filter) WILL cause shifting problems with an automatic transmission.

correct!

1 HOT Z (Mark A) wrote:It takes me like 30 seconds to go from 45-55mph. What could the problem be?

It's a 2200 powered S10?


2010 Honda Fit LX

^^^ They only take 25 seconds normally.

Haha funny guys. Anyways, I have some time today finally so I'm going to check out the cat, fuel filter, and my tranny fluid and come back and tell you guys whats up with the S10! Thanks for all the help, very appreciative!

Update: Now the truck doesn't want to start!!!!!!(I had the starter replaced just 6 months ago). I tried starting it 5 times, and on the 5th try it finally started. I'd only get a click but nothing else. So is this just another problem or is it part of the already existing problem?? This sucks.

I checked the tranny fluid level it was ok.

The catallytic converter seemed ok.

I thought the fuel pump, but then was told that the fuel pump either works, or it doesn't. So I don't really know where to go from here. Now its:

Not starting, Slow acceleration, and not dropping into the last gear until 10-15 mins of driving.

1 HOT Z (Mark A) wrote:Thanks for anyone that gives me an idea of what to look for.

I'd personally look for an LS1 and a 6 speed, but that's just me.

You said the starter was just clicking?? Stick the battery on a charger for an hour and you'll be all set. Usually that means that the battery is getting low.

Is your check engine light on??